Gas motor



(NoMoa 1.) S

e l F2' VON' MARTINI. GSheet;y Sheet 1.

GAS MOTOR.

Patented Mar. 1, 1887,.

` Sheets-SheetV 2.

. (NG Model.)

1:". VON MARTINI.

' GAS MQTOR No. 358,796. 'Paten-ted Mar. *1, 1887.

PEYEns oo. Puu'mumo.. wAsHlNmuN i (No Model.)

F. VON MARTINI. 6 Sheets- Sheet 3.

GAS MDTOR.

Patented Mar n-enf@ h EN m: Norms PETERS co, moroumo., wAsNmsToN. o. q

6 Sheets-Sheet 4.

(No Model.)

F. VON MARTINI.

GAS MOTOR.

Patented Mar. l, 1887.

w: NoRms PETERS co, nom-urna. wAsams'rnN, n. c.

(No Model.) 6 sheets-sheet 6. 1:". VON MARTINI.

l A GAS MOTOR.

No. 358,796. y 'Patented Maml 1,18-8'7'.

\ l lllllllll\}/ \\\\\\\\\\\\\A\\ www A 4o Whi'ch th'e y-wheel is. on the axle 15,.l Fig.- 7

`I bearing date- February 28, 1883; lin Italy, No.-

UNITED STATES.,

'-PA'IFIxIT,1 OFFICE.

' FRIEDRICH von. MARTINI, oF FRAUENFFLD, .SWITZERLAFQ `JttssIenon, Bx- .MEsNF ASSIGNMENTS', rro WILLIAM II-ALE, oF.;oIIIcAco,- ILLINOIS.

.eAs--M oTo R..

. SPECIFICATION .fm-ming part of Letters Patent No. 358,796, eaten March 1, 1887.' Applicationled November 27; 1836. Serial No. 220,067. (No model.) Patented in v.France February 16, 18812, No. '15,3,'763,f in

England February 27, 18,83,No.1,060; in BelgiuInFebruary Austria-Hungary June 10, 18H3, No. 10,691 and No. 25,373.

France,'No. 153,763, bearing date February- 16, 1883; in-Great BritairL-No. 1,060, bearing date February'27 ,1883; in Belgium,No.60,477,

15,224, bearing date. Marek 3l, 11883, and in Austria-Hungary, No. 102.691and No. 25,373,

bearing date ,J une I0, 1883,)01 which .the following'lis aspecification..

I5 In gas-engines with ordinary crank-motion and compression-chamber in which-an igni-4 tion takes'plaee after every second rotation of lthe Acranlrpinv the suction-stroke is equal to ythe expansion stroke of the piston., In4 consequence. of thiszvarrangerhent the expanded gases are discharged with Aa tension ot' about two atmospheres.'` The present constructionhas'for an object toutilizethe expansion as much as possible,

.5v 'and for this purpose the engine workswith avspecially-arranged com pression-chamber Aand anignition-chamberin such a manner that a suction and a compression take place during lone rotation ofthe axle witha small pistonstroke, while a complete expansion 'occurs during the following revolution Wit-hflarge' piston-stroke. r

- Inthe accompanying drawings,- which illustrate the invention, Figure 1 is a longitudinal section ;'Fig. 2, a side view; Fig. 3, a front View the crank-bearngs'in section; Fig. 4. a back view, and Fig. 5 afhorizlontal section in which the axle 17 serves as a iiywheel shaft,

' while Fig. 6 shows a modified construction in is avertica'l crosssection on the line 12, Fig; 1.

(In Figs. ,11:0 7 the details `of the compressionf 'chamber are omitted forthesake of clearness.) Fig. 8 is a longitudinal section of the cylinder on a larger scale, showing Vthe details ofthe compression chamber, ignite'r, valve gear, .and'gov'ernon Fig. 9 is an enlarged part-seeas, issn, No. 60,517, iii-Italy March r'iissarry. 15,224, and-in tional elevation ofthe cylindenillustrating the governor; Fig. 1 0, a vertical section showing the igniting arrangement. Figs. 11'to14show -5o various positions of the piston for the purpose of explaining the functions of the compression-y chamber.

. The compression-:chamber 2 forms the con-v tinuati on vof the cylinder 1, and both are cooled 5 with water,as usual, At the back Wall of the' compressionchamber are situated, sideby side, the inlet-valve 5l andthe ignition-valve 1.61,'Figsf4 an'd '.5. The mixed' d r and gas flow into the cylinder 1 and its chamber `.2 6o y through -a port, r, and thegases from the' cylinder iiowiirst from the chamber 2`into the mixiugehamber m,- Fig. '8, and passing closely to tlieig'nition-valve,Figs. 5 and .9, enter the compression-chamber through f the orilicel n, 65 Fig.y 8. The gases entering the latter are not free to expand over the Whole space, but are guided 'and kept, lseparate by tubes. They enter first `the tube 49, Fig-"8, which is in closed by a` tube, 48'. Both tubes are' fixed. 7o

Tube 48 has at its base several apertures, 50.

To the-pistone are attached two tubes, 45 and 46, adapted to l:novel inthe tubes 48 and49'- vfreely, but with as littleclearance as possible.

In- Figs; land v5 thetubes 48 and 49. are ornit- .75

ted, i n.'order tohavoid crowding. The tube46l l is provided near the piston with-apertures 4'7 In consequence.,y of this arrangement theenter-- ing gases are compelled to pass 4first through'l the internal tubes, 49'and 46, and then through- 8 0` the'openings 47-into the 'outer' tubes, 45Qa`nd 48, from which theyy escape through the'aperi tures50 before reachingthe relatively-cooled' cylinder-walls. 1 vThe distributionv ofthe gases will therefore take place as illustrated by Figs. `11 and *14.1* 'In Fig. '1'1 the-pistou. begins sucking action. All spaces are lledwith gas; eous products of combustion, and ar'oi' such a' size that attheend of thesnction-stroke these gases form a jacket for the explosive charge- 9o -which has been drawn in, as indicated by Figs.

11 to 14. The usual so-called waste space ispurposely enlarged into the compression and separation chambery 2, The dotted vertical lines in Fig. 11 indicatel gases o f' combustion produced by the preceding operation, while the dotted lines running from the upperl lefthand .cornei` toward the lower right-hand 'cor-,

ner represent a small quantity of air between the products of combustion and the explosive charge. The dotted Alines running from the upper righthand corner towardthelowerlefthand corner represent the explosive-charge,

andthe horizontally-.dottedlines the products of the combustion which has just taken place.

ture of the gases., By this construction of the l 'the cooling-water.

compression-chamber the following advantages are obtained: Y

'First-L' An almost perfect separation of the charge from y'the other gases, as already inentioned.

Second A successive combustion of the charge instead of an instantaneous explosion,

the combustion being caused to proceed like,

a rocket along the tubes. Third. As the combustion takes place only inside the tubes, the latter are heated to a high 1 degree,'aud serve for the preliminary heating of the gases newly introduced.

Fourth. The heat produced bythe explosion or combustion of the gases maybe utilized by expansion, instead of being wasted by heating Less cooling-water is required. n

Fifth. The flame` is prevented from touching the walls of the cylinderby the surrounding body of incombustible gas'.

Sixth.. k.llhesliding parts of the piston'movc only in incombust-ible gases, in consequence of which less lubrication isrequired.

The driving mechanism connected with the piston consists cinematically of an isosceles rotating double crank, fthe small crank 16,

Figs. 1, 2, 5, 6, 8, serving to turn theshaft 17, while the large crank 14 drives the shaft 15.. 'The two cranks l-iand 16 are connected by the arm 13, the length of which e'quals the radius of the larger crank, 14. The distance between the bearings of the two cranks/equals the radius of the smaller crank, 16. In this mechanism the small-crank 16 makes two revolutions, while the large crank 14 makes only one. f

The novelty of the present construction consists in making a point (a transverse part or crank-pin)` of the coupling-rod 13 or linkxthe center of the driving-pin of the piston-rod 8. This point 36, Figs. 5 and 8, describes a curve called lemniscoid which in lthis case closely -resembles 4two unequal circles joined together at one point on the peripheriesand placed ece centrically one insidethe other. 'These circles, being alternately described by the driving-pin, may serve to determine alternately a long and a short stroke of the piston. The

rat'ioof the diameters of these'two circles depends onthe position of theI point 36 on the couplingrod 1?.. In Fig. 8 this lemniscoid is shown .in dotted lines. The nearly-circular portion f y hcorresponds to the suctionstroke, kfz' to the compression-stroke, i 7c to the expansion-stroke, and kf to the discharge or exhaust stroke. The rod 8 connects the pin 36 with the piston 7. 'The leniniscoidal motion ol' the driving-pin is also applicable to engines without separa-te compressing-chambers, in which engines the gases of combustion are completely dischargedffrom the cylinder after the expansion and the compression havebeen obtained by altering the stroke of thepiston. In the present const'ructionthe stroke maybe .altered by placing the axis of the cylinder at various angles to the line `connecting thetwo crank-centers 17 and 15 of the cranks 14 and cylinder-,axis B B', the ratios betweenv suction, .l compression, and expansion strokes may be varied within Wide limits. In the examples shown by the ldrawings the'lemnis'coid is not situated symmetrically to the axis of the cyl'- inder, but so that at the end of the compression the power-piston has entered the cylinderalittle farther4 than at the end of the exhaust.

stroke. The object of` this unsymmetrical position 4is to automatically produce the ignition of the charge bythe stroke of the piston.

Theignitingapparatusisillustrated by Figs. 8 to 10. It consistsof a conical valve, 62, with cylindrical extension 64 an'd piston-valve 61. The latter moves tightly in the cylinder 80," to which the permanently-burning ignitingflame 60 has accessthrough the port,8,1. The' ilalne 60 is ,protected by the hood 59. The cylindrical extension below the ignition-valve enters with slight clearance a cylindrical bore below the seat of the ignition-valve. end of the compression-strokea part of the piston, as a protuberance or fingenb', of the pipe 4,5, attached to the piston, strikes the lcver 63 and opens the ignition-valve. The co mpressed explosive gases enter the cylinder 80- kthe cylinder is placed at B, in the direction of At the i piston 6l closes the slot vStand the ignitionvalve opens entirely, after which the ignition takes place in the compression-chamber.-

It will be seen that all the operating parts ofthe igniting apparatus are arranged withinthe cylinder and operated from the piston. By

this arrangement, applicable to engines andl igniters of various constructions, IVv avoidthe;

objections incident toextending rods and parts through packed openings' in the thebutside thereof. The motion ofthe inlet and of the discharge vvalve is effected from a point, 41, of the conmeeting-rod 8, Figs.' 1 andS. The dischargeval'vef 11 is 'below the compressionchamber in anintermediate piece, 3, ofthe hollow stand- 'ard W, situated between the compressionchamber and' the blow-oi'pot 4." The vspent gases pass directly from ,Zfthrough 3 intofi, as

1 and 7. The point 41 of the'connecting-rod 8 :is connected with two parallel levers, 10 and 10, by means of a rod,.9. These levers have their fulcrunu at 42 of a bracket on the piece 3,-containing the outlet-valve, Figs. 1 and'8.

The point 41 describes a curve corresponding Ato the lemniscoid, but consistiugof two nearly' elliptical curves, d t c d, joined together, the

travel during the exhaust period (in thedirec'- tion indicated by anarrow) being from d to d.

This part of the curve being'the-l highest', the

-levers 10 10 are lifted uptotheirjhighest posi- A cross-piece, 20, betweenthese levers,

tion.

Figs. 7 and 8, which comes in cntactwith the disk of the valve'rod s, controls the opening 1 and closing olf the discharge-valve. The pro portions oflO and 9 'and the position of the point 41 are'sueh that the discharge-valve remains closed while the point 41^passes throughthe" 'I he inlet-valve 5l, constructed as a mixing-valve, 'is also conftrolled by au extension ot' r oneof the levers other portions of its travel.

10, beyo u d-42, from a point, 75, 'situated kdirectly under the air-inlet54, Fig.'8. lThe air- -snction valve 51 is combined with a gas-'inlet valve', 56, and a stop-cock, 53, Figs.'2, 4',- and l5. In Figs. 8 andi) the gas-inlet valve is drawn in a different position in the saine vertical plane as the valve 51,for the sake of clearness.' After the stop-cockhas been opened the ows through the conduit 58 to. the

gas-inlet 'valve 56, and then into the annular sp'ace'52, from which small holes 55 lead to the seat of the valve 5l. Consequently, when this valve is closed,'air and gas are simultaneously gas-'valve''is closed air alone is drawnffin,

and if the valve 56 is .open an :explosive miX- shut off. 'By opening the valve 51 while the ture of gas and air, which are then more com pletelymi xcd in'the mixing-chamber m. The action of vthe valve-gear on the inlet-Valve takes place during the admission period, durcylinder to lin 29.

-mal'jactiorL-z resentsgthe highest position of the pendulum ing Ywhich the point 41' of theconnecting-rod Smeves from d to t, thereby lifting the point V .oft-he rod 10,and causing the arm 25 to'act on the valve'51, Fig. 8, so as to open the same when required". 4To prevent the :inlet-valve '-51 fro-rn being further opened during the ex-v pansion period correspondingr to the curve c d.. an oscillating motion in a vert-ical plane is also-imparted to the arm 25 by means of an eccentric',- 21, mounted on the valve-gear shaft 15. This eccentric is connected with the arm 25 by means of rods 22 and.24,llever 23, and hinge-joint 26, and it is set at such an angle that during the suction-stroke the arm 25 remains-nearlyvertical, while during the other periods the arm 25 moves sidewise to the left,

'and therefore the inlet-valve remains closed vwhen thepoint 75 occupies its highest position, Fig. 9.l

. The regulation of the speed is effected by means ofa pendulum, 27, having its fulcrum- The p eriod 'ot' oscillation may bealtered by shiiting.the weight 28.

The pendulum receivesmotiou from the latverally-'swingingarm-25, which may have at 26 a roller adapted to come in contact duri-ng its oscillation with thefadjus'tableface..y of the pendulunnlFigs. 8 'and 9,'.so as to impartto the same a speed depend-irigfalso onthe posispeed of, the `engine'.increases, th-e following circumstances -operate Ato retard ,the gas-inlet.A The pendu-lum is acted upongmore rapidly by;

26, whereby the angleofoscillationincreasesr (see dotted line x', Fig'and the-pendulum fbegins itsreceding motioflater. `With the oscillating an'glc increases also the period-of oscillation. Consequeutly,the engincis charged later, and therefore with asmaller quantity of explosive gas. W'ith slower oscillationsthe effects are the reverse of those just mentioned? By suitablyadjusting' the `period ofoscillaltion the engine may -be charged withl explosive mixture during thewliole ofits suction-' stroke,in order to obtain'the maximum power. If less power is required, more or less airis first admitted before the explosive charge begins to enter, and, owing to thc peculiar construction of the' compression-chamber, these charges are kept separate as much as possible.

be modified, so'as .to draw back hot gases of combustion from the blow-off pot, when the speed of the engine is too great, instead of admitting cold air, until the explosive charge The construction of the engine may easily commences to enter, for which purpose the exhaust-valve must be adapted to performthe function of a suction-valve, and the opening of the air and of the gas-inlet `valve must be .effected simultaneously by the governor.. The engine-stand 4 serves, also, as a blow-oli' pot,

and the stand 6 serves as a gas-reservoir, and may be provided with a gas-pressure reguletor.

Instead of the valves described, slide-valves may be employed an'd set iu motion from the shaft 15, which makes only one-half of the number of revolutionsof the shaft 17.

As an advantage of the lemniscoid motion may be mentioned that the piston possesses the greatest speed during the period of expansion, because the pin 36 travels through the two lemniscoidal circles in' equal periods.

I do not limit myself to the exact details shown by the drawings, as the saine maybe" lby a lemniscoidalmotion is imparted to said crank-pin, whereby a variable motion is given to .the'piston, substantially as and for the p ur- .pose set forth. y 3. The combinatiomwith the piston and connecting-rod of an engine, .of two crank-shafts and an intermediate crankflink to lthe crankpin of which the connecting-rod is attached, all arranged to permit two revolutions of one shaft to each revolution ofV thel other, substantially as and for the purpose set forth.

4. .'Ihe combination of the inlet and outlet valves, the connecting-rod 8, means to guide itA to carry a pawl, 41, thereonin a lemniscoid, and connecting mechanism adapted to o pen the inlet and outlet valves according to the elevation of the point 41 on the said rod, substantially as described. 1

5. The igniting apparatus consisting, essentially, of the conical valve, the cylindrical- 4throttlevalve, and piston-valve, and mechanism for operating the sameset in motion by the power-piston ofthe engine, the whole combined and adapted to operate substantially as described.

6. The combination, with the power-cylin-- i der of va gas-engine, ofa chamber having a port extending to the ame and a port extending to the cylinder, and valves adapted to each port, and valve-operating contrivances. whereby the cylinder-port is positively opened while the gas-port is opened and the latter then closed by the positive movement of its valve, substantially as and for the purpose set forth. n.

7. The combination of the chamber having two ports-#one leading to the chamber in the 7o power-cylinder and the other 'to the igniting flame-and valves 'closing said ports and connected rigidly to the samestem to permit the cylinder-port to be opened and the gas-port to be closed by one movement of the valve, sub- 7 5- -stantially as and for the purpose set forth.

8. The combination, with theigniting means of a gasengine, of a lever arranged to be operated inside of the cylinder from the piston, substantially as and for the purpose set forth. 8o 9. The combination of the cylinder and piston of a gas-engine and an' igniting device provided with an operating-lever arranged within the cylinder to be moved by the pist-on to ignite the charge, substantially as and for the purpose set forth.

A10. The combination, with the cylinder and piston of a gas-engine, of an igniting device provided with a lever arranged within the cylinder and a finger carried by the pistonv to 9o make contact with and move the lever to explode the charge, substantially as described. 11 The combination, with the cylinder and piston of a gas-engine, of an igniting de'vice provided with a movable portion arranged to, be operated bythe contact of the piston, substantially as described. v

12. In a'ga's-engine', a cylinder, piston' carrying a finger', and a lever from the movement ofwhich the charge is ignited, hung within roo vthe' cylinder to make contact with said Afinger ,'as the 'piston completes vitsrear stroke, sub-' stantially as described. f

13. In a gas-engine, a pistonprovided with a finger for operating the igniting device, sub- [o5 stantially as'described.

1 4. In a gas-engine, theigniting device arranged withinA the cylinder to make contact with and be operated by the piston, substantially as described. i i 15. A'pendulumgovernor made adjustable by moving a weight and adapted to be lifted more or less by mechanism substantially asy shown, according to the intensity of periodical impulses,depending on the speed of the engine, 1 i5 so as to open a gas-inlet valye sooner or later by coming in contact with thefvalve or its connection sooner or later, substantially as de-v scribed.

,FRIEDRICH VON MARTINI.

Witnesses:

CONRAD SONDERMANN, "1. C. HRNI. 

